Automatic switch.



PATENTED APR. 30, 1907.

J. HBNGY, AUTOMATIC SWITGH. APPLICATION FILED 812F113. 1906.

No. 851,935. PATENTED 'APR. so, 1901.

' J. HENGY.

AUTOMATIC SWITCH.

APPLICATION FILED 8EPT.13. 1908.

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" H o 851,935. 1 PATENTED APR. 30, 1907.

J. HBNOY.

AUTOMATIC SWITCH.

APPLICATION FILED SBPT.13. 1906. 4 SHEETS-SHEET 3.

PATENTED' APR. so, 1901.

J. HEHGY. AUTOMATIC SWITCH.

APPLICATION nun 51:21.13. 1906.

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JOHN HENOY, OF PERRY, NEW YORK.

AUTOMATIC SWITCH.

Specification of Letters Patent.

Patented April 30, 1907.

App i filed September 13, 1906. Serial No. 334,427.

To all whom zit may cancer/2 Be it known that 1, JOHN HnNor, a citizen of the United States, and a resident of Perry, in the county of Wyoming and State of New York, have invented an Improvement in Automatic Switches, of which the following description, in connection with the accompanymeans being normally disconnected from the actuator, and suitable means for locking the car-actuated means to the actuator when it is desired to operate the switch. The caractuated means is so situated that it is always operated by a car or train as the latter passes thereover. Normally said car-actuated means is disconnected from the actuator so that the operation of said means by the movement of the car will not throw the switch. If it is desired to throw the switch 'the car-actuated means is locked to the action, said figures being a continuation of each other and when put together show the entire switch; Fig. 4 is a side view of Fig. 1; Fig. 5

is a side view of Fig. 2; Fig. 6 is a section on the line 00-90, Fig. 1; Fig. 7 is a section on the line y z Fig. 1; Fig. 8 is a section on the line 6-1), Fig. 1; Fig. 9 is a section 011 the line a-a, Fig. 2; Fig. 10 is a side elevation of a car having thereon means for operating the lock; Fig. 11 is a front view of the car, said figure showing the lock-actuating means in section.

In the drawings, 3 and 4 designate the rails of the main track, and 5 and 6 designate the pivoted switch rails which are adapted to divert a car traveling in the direction of the arrow 0, Fig. 2, from ,the main rails to the rails 7 of the side track. The rails 5 and 6 are connected together by a rod or bar 8, which latter is acted on by an actuator 9 to throw the switch rails into a position to direct the car onto the branch track 7.

In the present embodiment of my inven tion, the switch rails are returned to their normal position, as shown in Fig. 2, by means of a suitable spring 10, but the actuator 9, with suitable modifications, might be arranged to positively throw the switch rails in both directions. The actuator is herein shown as a bellcrank, suitably pivoted, as at 11, and having one arm 12 thereof in engagement with an upturned arm 13 on a rod or connection 14 which leads to the connecting member 8. The actuator 9 is herein shown as adapted to be operated at suitable times by a car-actuated means or mechanism situated some distance therefrom, the car-actuated means being herein shown as a spring pressed auxiliary rail 15 which lies adjacent one of the rails of the main track, said auxiliary rail being held against the rail by suitable springs 16 that are herein shown as contained in housings 17, and as acting against pushers or plungers 18 which bear against the auxiliary rail 15. The auxiliary rail is so situated that as a car passes thereover the flanges on the wheels of the car crowd said rail away from the main rail 3, and this movement of the auxiliary rail is that which gives movement tothe actuator to throw the switch rails 5 and 6. 1 h

The auxiliary rail is normally disconnected from the actuator, and hence from the switch rails, so that the passage of a car over the auxiliary rail will not operate the switch rails unless the auxiliary rail is locked to the actuator, and the locking of the auxiliary rail to the actuator may be controlled by the motorman, engineer or other party running the train or car. lVhile different ways of connecting the auxiliary rail or car actuated means to the actuator might be adopted without departin -from my invention. I have herein illustrated a simple construction in which the auxiliary rail has connected there to a bar 01' slide 19 which is provided with a slot having a suitable notch 20, see Fig. 1, into which is adapted to enter a projection 21 carried by a link or connecting member 22. This connecting member 22 is secured at one end to one arm of a bell crank 23, the other arm of which is connected by a link or connection 24 with one arm of the actuator 9. Normally the projection 21 stands outside of the notch 20, as shown in Fig. 1, j the rails 3 and the latter rail is moved and and hence movement of the auxiliary rail 15 1 does not give movement to the connecting mechanism leading to the actuator 9; If, however, the link 22 is swung to the left, Fig. 1, so as to cause the projection 21 thereon to enter the notch then the car-actuated means 15 becomes locked to the actuator and the movement of said car-actuated means gives movement to the actuator and thus throws the switch rails. This locking of the actuator to the car-actuated means may be accomplished in various ways. In the present embodiment of my invention it is acoomplished by the movement of the car by means of the following mechanism :230 designates a bell crank lever suitably pivoted, as at 240, one arm of which is provided with the upturned flange 25 having therein a notch or aperture to receive the connection 22. The other arm of said bell crank lever is connected by'a link 26 with one arm of a bell crank lever 27, and the other arm of said latter bell crank lever is connected by a link or connection 28 with a lever 29 which is shown as pivoted at one end to the track structure, as at 30. The lever 29 is shown as having a slot 31 into which extends a projection 32 carried by an arm 33 extended from a rock shaft 34 which is suitably journaled in the track structure. The rock shaft 34 has another arm 35 provided with a projection 36 which is adapted to be engaged by a tappet 37 carried by the car 38. The tappet 37 is arranged to be manually controlled by the person operating the car, and when in its lowered position it strikes the projection 36, thereby turning the rock shaft 34, and through the lever 29 .and its connections throws the locking member 22 into the notch 20, thus locking the car-actuated means 15 to the actuator 9. The tappet 37 is herein shown as vertically slidable in the car, and

= as controlled by an arm 39 which, in turn, is

connected to a hand lever 40, so that by turning the lever 40 the tappet 37 may be lowered or elevated as desired.

The operation of the parts thus far described is as follows :-The switch rails are normally held by the spring 10 in position to permit the train to travel along the main track 3, 4, in moving from the left Figs. 1, 2 and 3 to the right. If it is desired to direct the car or train onto the branch track 7 the operator lowers the tappet 37, so that as the car advances it engages the projection 36 and turns the shaft 34. This operation swings the lever 27 to the left, or in the direction of the arrow (Z, Fig. 1, and through the connection 28, bell cranks 27 and 23 throws the looking member 22 into the notch 20. The looking member 22 is held in this position by an auxiliary locking device until the wheels of the car or train reach the auxiliary rail 15. As the flanges of the wheels crowd between through the bar 19, connection 22, bell crank 23, connection 24, operates the actuator 9, thereby to throw the switch into position to direct the car onto the branch track 7. Vhen the switch is thrown it becomes automatically locked by a suitable spring pressed catch 41, which is adapted to engage a notch 42 in the connection 14. This lock 41 will hold the switch rails in their new position until the train has passed completely over the switch. After the train has passed through the switch the lock 41 will be released, thus permitting the switch rails to be restored to their normal position by means of the spring 10.

The lock for holding the locking member 22 in the notch 20 is a rod 46, presenting at one end. a catch 47 which is adapted to engage in a notch 48 in the rod 28 when the latter moved to cause the locking member 22 to enter the notch 20. The catch 47 is released from the notch 48 by the movement of the auxiliary rail 15, and. for this purpose the slide 19 has therein a notch adaptedv to engage the cranked end: 49 of the rod 46. \Vith this construction the movement of the car 19 will obviously rock the shaft 46 thereby to disengage the catch 47 from the notch 48.

The means for releasing the lock 41 to permit the switch to be restored to its normal position is preferably automatically actuated by the car, and in the present embodiment of my invention it comprises an auxiliary rail 50 which. is held against one of the rails 7 of the branch track by suitable springs 51, and which has connected thereto a link or connection 52 that isconnected to one arm of a bell-crank 53. The other arm of the bell-crank is connected by a link or connection 54 with one arm of a vertically-arranged bell-crank 55, the other arm of said bell-crank 55 extending under the tail 56 of the pawl 41... The result is that as the car operates the auxiliary rail 50, the bell-crank 55 is turned thereby to raise the tail 56 of the catch 41 and release the nose thereof from the notch 42. The switch rails are thus released and will be returned to their normal position by the spring 10.

If the train passing through the switch is-a very long one, longer than the distance between the auxiliary rail 50 and the movable switch rails, the passing of the first car or the engine over the auxiliary rail 50 would release the lock for the switch and allow the movable switch rails 5 and 6 to return to their normal position, as shown in Fig. 2, before the last cars have passed over the switch. In the event of this happening the last cars of the train would be kept on the main track and an accident would occur..

To prevent the switch from returning to its passed over the switch even though the lock 1 not prevent the automatic operation of the for the switch be released before all the cars have passed over the switch, I provide a device for preventing the switch from changing itsposition or from returning to its normal position until after the last car has passed through the switch. One device capable of performing this operation is shown in the drawings, and it comprises an auxiliary spring-pressed rail 92 which lies adjacent one of the rails 7 of the branch track, and which is connected through a slide 93, link 94, bellcrank 95 and link 96 with a bell-crank 97 which is adapted to engage the upturned arm 13. This construction is so arranged that whenever the auxiliary rail 92 is crowr ed away from the main rail by the rim of a car wheel the bell-crank 97 will be thrown into the dotted line position, Fig. 2, and will then hold the switch in position to divert the train on to the branch track, and this condition will continue until the last car has passed off from the auxiliary rail 92.

When my improved device is used for short trains, or for street car service where single cars are used, it will not be necessary to provide any such means for preventing the switch from returning to normal position. I have also provided means for releasing the latch 41 and unlocking the switch by a train or car moving into the switch from the left in case the switch should accidentally be left locked by the preceding train. For this purpose, I have provided a second bell-crank similar to the bell-crank 55 but oppositely disposed and having one arm 660 thereof situated beneath the tail 56 of the lock 41. This bell-crank 51 is connected by a link 66 with a lever 67 which is centrally pivoted, as at 68, which lever is connected by a link 69 with a bell crank 70. One arm 71 of the bell crank has mounted thereon a slide 72 which is rovided with two projections 7 3 situated eit 181' side of the connection or look 22, see Figs. 1 and 4. This slide 72 has thereon other projections 7a which, when the slide is in proper position, are adapted to be engaged by projections carried by the member 19. The position of the slide 72 is controlled by the locking member 22, and when said looking member is in its normal position, or dis engaged from the notch 20, the projections on the slide 72 are in the path of the projections 75 on the member 19. WVhen however the lockin' member 22 is carried into the notch 20 t e slide 72 is moved to carry the projection 74 thereon out of the path of movement of the projection 75.

From the above it will be observed that when the switch is to be thrown and the looking member 22 is thrown'into the notch. 20 then the movement of the car actuated means 15 and the connected member 19 will not operate the bell crank 71 and hence will latch 41. If, however, the switch rails 5 and 6 are left in a position to divert the car onto the track 7, and anotherjca'r proceeding from the left, Fig. 1, wishes to take the main track, the tappet 37 will be held in its elevated position and the rock shaft 3 1 will, therefore, not be operated. and the locking member 22 will remain in the position shown in Fig. 1.

As the car reaches the auxiliary rail 15 it is crowded away from the main rail 3 and the projection 75 will be brought into engage-- ment with the projection 71. The movement of the auxiliary rail 15 will, therefore, be transmitted to the bell crank 71. which will operate the bell crank 65 through the connections above described, thus releasing the latch 11. and allowing the switch rails 5 and 6 to be returned to their normal position by the spring 10.

I have herein illustrated my invention as applied to one end only of a siding, but it will be obvious that by duplicating the structure the switch at either end of the siding may be operated automatically.

The principal feature of my invention rcsides in a structure in which the (arr-actuated means is normally disconnected from the switch, but is adapted to be connected thcreto when it is desired to throw the switch so that the operation of the car-actuated means by the car will throw the switch.

In the preferred embodiment of my invention the device for locking the caractuated means and the switch together is a caractu ated device, but this is not essential.

The structure shown in the drawings and described in this specification is one embodiment only of my invention, and it will be obvious that the construction ofthc car-actuated means and the manner of locking it to the switch when it is desired to throw the switch may be varied without departing from the invention,

designates a spring which is arranged to act on the connection 28, thereby to restore the lever '29 to its normal position after the switch has been operated.

In order that the auxiliary rails 15 and 50 may move toward and 110111 the fixed rails of the track in parallel lines, I have shown the end portion of each auxiliary rail as connected to bell cranks which are connected by a link connection 91. This arrangement cause both ends of each auxiliary rail to move as the car wheels act on one end thereof.

Having described my invention what I claim as new and desire to secure by Letters Patent is 1. In a switch, a pivoted switch rail, a bell-crank for operating said rail, a horizontally-movable auxiliary rail normally in position to be engaged by the wheels of a car passing over the track and adapted to be &

moved by the car, connections between said bell-crank and said auxiliary rail, said con-' nections being normally inoperative to effect movement of the bell-crank by movement of the auxiliary rail, and means to render the connections operative at the desired times.

2. A switch, a pivoted switch rail, a bellcrank for actuating said rail, an auxiliary rail and connected slide, connections between said auxiliary rail and bell-crank, said connections being normally disconnected from the slide, and means to connect said connections to the slide, whereby movement of the latter will operate the bell-crank.

S. In a switch, a pivoted switch rail, a bell-crank for operating the same, a second bell-crank 23, a link connecting said bellcranks, a locking member connected to the bell-crank 23, a notched slide adapted to be actuated by a car and normally disconnected from the lock, and means to connect the lock to the slide at the desired times.

4. In a switch, a pivoted switch rail, an actuator therefor, a slide 19 having an aux iliary rail 15 secured thereto for operating the actuator, said slide being normally disconnected from the actuator, and manuallycontrolled car-actuated means to connect said means to the actuator at desired times.

5. In a switch, a pivoted switch-rail, a bellcrank actuator therefor, a slide adapted to be moved by the movement of the car, connections between the bell-crank and the slide which are normally disconnected from the slide, and means operated by a car to connect said connections to the slide.

6. In a switch, a pivoted switch rail, an actuator therefor, a slide having a notch and adapted to be moved by a car passing over the track, a locking member connected to the actuator, said locking member standing normally without the notch, and means to throw the locking member into the notch thereby to lock the slide to the actuator when it is desired to throw the switch.

7. In a switch, a pivoted switch rail, an actuator therefor, a slide having a notch and adapted to be moved by a car moving over the track, a locking member connected to the actuator, said locking member standing normally without the notch, and car actuated means to throw the locking member into the notch thereby to lock the slide to the actuator when it is desired to throw the switch.

8. In a switch, a pivoted switch rail, an actuator therefor, normally-inoperative caractuated mechanical means to operate the actuator, means to render said car-actuated means operative when it is desired to throw the switch, a lock to hold the switch in its thrown position, and mechanical car-actuated means to release the lock.

9. In a switch, normallyiinoperative mechanical switch actuating mechanism, combined with mechanical car-controlled means to render said switch actuating mechanism operative, and other car controlled means to maintain the switch in fixed position until the last car has passed off the switch.

1.0. In a switch, the combination of a pivoted switch rail, an actuator therefor, mechanical car-actuated means to operate the actuator,- said means being normally disconnected from the actuator, and car-actuated means to connect said means to the actuator at desired times with mechanical car-actuated means to hold the switch rail in fixed position until the last car has passed off the switch.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

JOHN HENOY.

I/Vitnesses FLORENCE ESTABROOK, WILLARD BROWN. 

